Train-stop



H, B. SPENCER, T. SHORT AND N. DEROCHER.

TRAIN STOP.

APPLICATION FILED JULY 26, 1920.

1 ,359, 1 22. Patented Nov. 16, 1920.

3 SHEETS-SHEET 1- H. B. SPENCER, T. SHORT AND N. DEROCHER.

I TRAIN STOP- APPLICATION FILED wur 26.1920.

3 SHEETS-SHEET 2.

ll r-- is X- Z0 MHHAZM m any H. B. SPENCER, T. SHORT AND N. DEROCHER.

TRAIN STOP.

APPLICATION FILED JULY 26, I920.

PatentedNdv. 16, 1920.

3 SHEETS-SHEET 3- UNITED STATES PATENT OFFICE.

HENRY BUSH SPENCER, THOMAS SHORT, AND NAPOLEON nERooHER, OE OTTAWA, o TARIo, cANAnA.

TRAIN-STOP.

T 0 all whom it may concern:

Be it known that we, HENRY BUSH SPENCER, THOMAS "SHORT, and NAPOLEON DEROCHER, Subjects ofthe King of Great Britain, residents of the city of. Ottawa, Province of Ontario, Dominion of Canada, have invented certain new. and'useful Im provements in T rain-Stops, of which the following is a specification.

This invention relates to improvements in train stops, and the objects of the invention are to automatically stop a train in the event of the engineer failing to see or hear a signal, to provide means whereby the train stopping device must be manually reset before the train can proceed upon its journey,

to permit of the train stopping device being readily mounted on locomotives at present in use and without anyalteration ofthe existing parts, so that theinstallation Wlll become comparatively simple and cheap to make.

Further objects. are. to provide a means which will re-place the train stopping de-.

vice in the event of the latter becoming broken, so that the train will be enabled to I complete its journey and until such time as a new train stopping device can'be fitted to the train, to simplify the arrangement of the several parts, and generally to adapt them to better perform. the functions re-- quired of them.

- WVith the above and other Objects in view, the invention consists essentially of themproved construction particularly described and Set forth in the following specification and accompanying drawingsforming part of the same.

Inthe drawings;

Figure 1 is a side elevation of theffront portion of a locomotive equipped with: our improved train stopping device andshowing a torpedo infront 'ofthe train. g

Fig. 2 is a side elevation of the front end of a-locomotive equipped with our improved train stopping device showing the front wheelsof the locomotive engaged with "the torpedo to explode the same,'.the concussion of the explosion shattering the frangible wall in the front of the train stopping.

device and allowing the escape of air from the brake pipe line of the train, resulting in a service application of the brake.

Fig. 3 is a perspective View of the train Specification of Letters Patent.

Patented Nov. 16, 1920.

Stopping device which is adapted to be connected to the brake pipe line of a train.

Fig. 4 is an enlarged side elevation of our improved train stopping device showing the clamping member for holding it in position relative to the front wheels of the locomotive and to the track.

Fig. 5 is a longitudinal section of atrain stopping device illustrated in Fig. 4.

Fig. 6 is a fragmentary sectional elevation of the cap or retaining means, by means of which the frangible glass wall is secured to the front of the train stopping device.

. Flg. is a sectional-elevation of the cap or retaining means.

F 1g. 8 1s a transverse section on the line 8-8 of Fig. 4.

Fig. 9 is a transverse section on 9-9 of Fig. 4.

Fig. 10 is a transverse section on the line 1 0l0 of Fig. 4.. r V Fig. 11 is a sectional elevation of the cap adapted to be threaded onthe end of the brake pipe line in the event of the train stopping device becoming broken.

Like characters of reference refer to like parts in the several figures.

Referring to the drawings; A represents the line a locomotive of any usual description well known in the art, so that it is deemed unnecessary to describe the same; B represents an extension of the ordinary and well known brake pipe line which is used in railway practice.

G represents our improved train stop- .ping device which is adapted to be secured to the end of the brake pipe line B and located adjacent to the front wheel of the locomotive and in close proximity to the ballof the rail.

This .train Stoppingdevice comprises a tubular member 10 having a central conduit '11 which is relatively small and would only" permit of air escaping from'the pipe line B at a velocity of speed to insurea service applicationof the brakes, When the train stopping device isbeing operated.

The tubular member 10 has its outer 'periphery l1 stepped, and is provided intermediate of its length withan annular're cess 12, the object of which will be made clear hereafter. I

is provided with av central recess 13, am.

- The larger end of the tubular member 10 member 10 is closed by a frangible mem-- ber 15 preferably of glass which is secured in position'by a cap or retaining means 16 threaded to the enlarged end of the said tulg ular member.

joint we provide rubber gaskets '17 and 18 or other like packing members on thefront and back of the glass and adjacent to the edge thereof, and a thin metallic ring 19 is superposed on the gasket 18, so that when threading the cap, 16 into position there is no possibility of the gaskets 1'? and18 becoming destroyed. V j

The caper retainin member 16 is open on the front wall and is formed with only an annular flangeon'the front which socures the glass15 in position.

This tubular member "10 is angularly disposed in front of the locomotive and located in close proximity to the front wheel of the locomotive and to the ball of the rail, and a suitable clamping member 20 is provided which is bolted or otherwise secured to embrace the annular recess 12 in the tubular member 10.

This clamping member forms a portion of asuitable bracket D which will be secured in such a manner to the front of the locomotive and to make it a rigid and solid job, and in this way the train stop ping device G cannot become displaced but will always be ina position ready to be operated. U .7

In railway practice it is common to use torpedoes, and our improved strain stop is utilized in conjunction with these torpedoes. When a torpedo'is placed upon a rail by a trackman or other person for the objectof warning an approaching train, it often regarded.

happens that the signal is not heard'or dis- A torpedo E is shown 011 the track. and as a locomotive equipped with our 1m-- proved train stopping "device approaches and the front wheel passes over the torpedo E, then the torpedo is exploded, and the concussion shatters the frangible wall or glass 15 allowing air to escape from the brake pipe line B through the conduit 11 and permitting of a service application of the brakes being made, so that the train isslowly brought to a stop important, is that once the glass '15 has been shattered the engine cannot proceed until the engineer'descends from the cab and removes the cap or retaining member 16,

cleans out the old broken glass from be- The outer periphery of the he that the glass will make an air tight tween the gaskets 17 and 18, positions a new glass in the frontof the train stop, and replaces the cap or retaining member 16 in position. v r

The engineer is thus bound to acknowledge the signal, because his train is automatically stopped and he has the above functions to perform before his train can proceed.

' If it should happen that the train stop- G became broken, then to permit of the locomotive to proceed to its destination or some other place where a new train stop is obtainable the engineer will close the brakev pipe line B by the cap'F.

Both sides of the locomotive and the tender, will if necessary, be equipped with the train stop, so that in the event of a locomotive being turned on a turn. table or usedifor backing up purposes or any other function in railway practice the train stop G will always be available or'oper-ative.

After the'flagman places a torpedo on the;

rail, he will take up his position theproper distance from the torpedo, flag, or fuzee,

as per regulations, and when he has the train under control he may remove the. torpedo and give the usual handproceed caution signal until he can converse with the engineer and explain to him why the train has been stopped; On the other hand, if the engineer fails to recognize the flagmans signal and passes the .fiagman, then ,the'tor pedo will stop him in the manner above deY-V other accident. Y 7 Asmany changes could be made in the above construction and many widely difscribed and thereby prevent a rear endor ferent embodiments of our invention within the scope of the claims constructed without departing. from the spirit or scope thereof, it is lntended that all matter containedin Y the accompanying specification and drawings shall be interpreted as illustrative and not in a limiting sense. 7

Another very important feature about our train stop deviceis, if it so happens that the engineis derailed from some cause or other, themomentthe engine drops, 01f the rail the air brakes will apply automatically and bring the train to a stop before there is any loss of life'or heavy damage done to equipment or-track, or road bed, so much so (that. the chances are good for the engine andtrain to stand up or inother words preventa turnover at an embankment or on the level, because the brake willbe automat cally apvalve and he might be'unable to reach it at all, by the sudden jolt due to derailment.

plied much quicker than the time it would" ;take the engineer to reachthe engineers A feature of this 1I1VGHeiOI1,Wl11ClIiS very.

, Therefore the fullmeaning of safety first V inevery sense of the word has been covered "andthe lives of the engineer and fireman have been saved as wellas many other employeesand passengers there may be on the train.

\Vhat we claim as our invention is: p

1. A train stopping device comprising a tubular member adapted to be connected to the brake pipe line of a locomotive and located in close proximity to the front rail of the locomotive in the direction of travel of the same and in close proximity to the rail, and having a frangible member normally closing the tubular member and designed to be broken by concussion of a torpedo.

2. The train stopping device claimed in claim 1, in which a frangible member is held in position on the tubular member by a removable cap, and packing members are located adjacent to the frangible member to form an air tight joint.

3. The train stopping device claimed in 20 claim 1, in which a tubular member is secured to a clamping member and held angularly disposed to the rail of the track and to the adjacent wheel of the locomotive.

4. The train stopping device claimed in 25 claim 1, in which the front of a tubular member is provided with a large recess in front of which the frangible member is located, the orifice in the tubular member being relatively small to govern the escape of 30 

